Control for transmissions



July 16, 1940.

B. BURNER CONTROL FOR TRANSMISSIONS original Filed oct. 25, 1954 4 shepkcysheetV 1 ,Vel/A Y TTORNEYS l July 16, 1940. B. BURNER 2,208,301

CONTROL FOR TRANSMI-SSIONS original Filed oct. 25, 1954 4 sheets-sheetl 2 INVENTOR:

ATTORNEYS.

July 16, 1940. B. BURNER CONTROL FOR TRANSMISSIONS 4 sheets-sheet 5 original Filed oct. 25, 1954 ATTORN EYB July 16, 1940. B BURNER 2,208,301

CONTROL FOR TRANSMISSIONS OriginalFiled Oct. 25, 1934 4 Sheets-Sheet 4 ATTORNEYS Patented July 16, 1940 UNITED STATES CONTROL FOR 'rnANsM'IssioNs Bingham Burner, Arlington/Va.

Original I750,005. Divided and this application ary 10, 1939, Serial No. 255,740

9 Claims.

This application is a division of my copending application for Automatic infinitely variable transmission, led October 25, 1934, Serial No. 750,005,

The invention relates lto controls for motion converting devices and for ratio changing gearing and the like, and with general objects indicated in said application, and has for specific purpose to present a control adapted to operate automatically to vary the ratio relation between a driving or prime mover element and a driven element with the effect of making the most effective application of power to the prime mover to the movement of the driven element proportionate to the load on the driven element.

It is an aim of the invention to present a'control specially desirable for use with the transmission disclosed in my prior application in which two gear systems are controlled so as to simultaneously vary their efective transmission of power oppositely.

An important object of the invention is to embody with the device both automatic and manual means to operate the device, so that operation of the manual means (which may also include a pedal, with or without throttle valve connections), will cause variation of the transmission ratio in the device from inert or Zero stage toa maximum high ratio stage, normally.

It is also an important attainment of the invention that under normal operation with the throttle or other control set to supply a given amount of power to the driving member, when the load increases, the gear ratio will be automatically lowered so that greater moving force will be applied to the driven member of the transmission, and upon decrease of the load the ratio will be again and automatically increased to the proper maximum. v

A further object is to present a novel construction in the load-responsive mechanism for varying the ratio in transmission of motion between the driving and driven element of the transmission.

It is an object to provide such a control which will not vacillate and produce abrupt changes from low to high ratio transmission 0r vice versa, as might be caused in an automobile by short undulations in roadways if the control were too immediately responsive.

It is also an object to provide such a device which through the automatic functioning of its parts will be safe from damage by excessive hydraulic pressures.

Additional objects, advantages and features of application October 25, 1934, Serial No.

Febru- (Cl. 'ilk-259) invention reside in the construction, arrangement and combination of parts involved in the embodiment of the invention, as will appear and be understood from the premises and from the following description and accompanying drawings, wherein Figure 1 is a vertical section of `a complete transmission and automatic control in a unitary system adapted to be assembled and installed in a motor vehicle of standard present-day construction, the view being in a plane coinciding with the axis of the drive shaft of the motor of the vehicle or its equivalent.

Figure 2` is a view from the right of Figure 1 with the front wall of the case removed.

Figure 3 is a horizontal section on the line 3-3 of Figure 2, looking downward, showing the valve in neutral position.

Figure 4 isla cross section of the valve and valve case, on the line 4--4 0f Figure 3.

Figure 5 is a similar view on the line 5 5 of Figure 3.

Figure 6 is a diagrammatic view of the system indicating the position of the valve and action of the gearing when the system is in neutral or non-transmission condition.

Figure 7 is a similar view showing thesystem operative for low ratio transmission.

Figure 8 is a similar view showing the system operative for high ratio transmission. l

Figure 9 is a similar view showing the system operative for reverse of the driven member.

Figure 10 is a view similar to Figure 8 showing an arrangement for free wheeling.

There is illustrated a unitary and combined transmission and automatic control, so that the control is included in the same housing or casing with the transmission itself, and adapted for installation in a conventional motor vehicle chassis. The device includes a driving shaft l0 which may be connected by the usual flanged coupling I l to the corresponding ange or fly-wheel of a motor (any other coupling may be used), and a driven shaft l2 parallel to the first and therebelow in this instance and provided with a coupling ange I3 (although any other form may be employed), ior connecting this shaft directly to a driving shaft of a motor car and/or other mechanical or machine element to be operated.

Construction of gearing The unit shown is susceptible of great variation in particular construction while utilizing the inventive features involved, soas to adapt it to various vehicles, and to use in other machines,

such as presses, paper mills, etc., but iny the present instance includes a housing frame I4 rectangular in plan, which consists of two vertical side walls I5, at right and left, respectively, and connecting upper and lower Wall portions I6 and I'I at the front (in the direction of the motor when connected in a vertical plane at right angles to the wall I5) and similar lower and upper wall portions I 6 and I7 at the rear side. The wall I6 is simple in form with a horizontal edge at the bottom defining the upper side of an opening I8 (Figure 2) in the front ofthe housing, the top rectilinear edge of the wall being flush with and in a plane with the rectilinear top edges of` the walls I5. The wall I6 is similar except that it is at the bottom of the housing and defines the lower boundary of an opening I9 through the rear of the housing. The wall I'l is in a plane with the wall I 6, and has a lower rectilinear edge iiush with and in a plane with the rectilinear lower edges of the wall I5. It has an invert semi-circular upper edge concentric with the driven shaft I2 deiining the lower boundary of the opening I8 through the front of the housingA The wall I'I is in a similar relation to the shaft Ill forming a proper arch over the 'opening through the rear of the housing. The front and rear faces of the housing around the openings are smoothly finished, as are the to-p and bottom faces, which are on the edges of the walls. A removable pressed metal pan` 2l) suitably hanged is bolted with proper gaskets to the lower face of the housing and it forms the bottom closure thereof, being provided with a drain plug 2I. It serves as an oil reservoir, auxiliary to the yspace within the housing. The housing is of sufficient rigidity and strength to properly sustain certain stresses as a gear transmission box, although, as will appear, it is not subject to stresses as severe as those involved in ordinary or conventional gear-transmission cases, by reason of the manner of construction and installation of the parts to be subsequently described. Neither is it subject to high hydrostatic pressure. In the front and rear openings of the housing there are set duplicate gear cases 22, each consisting of a anged case body 23 shaped to set snugly in the front and rear openings of the housing' I4, and a cover plate 24 bolted to the case body and to the housing I4 by bolts engaged through the flange 25 of thecase, and through the plate 24, suitable gaskets being interposed on both sides of the ange. Each case body has a large circular chamber 25 and a small one 26 in which are snugly tted respective meshed low gears 21 and 28 in the front case, and high gears 21 and 23 in the rear case fitted snugly between the inner wall 29 of the case body and the cover plate in each instance. However, one case is inverted relative to the other, the small chamber 26 and gear 23 being at the top in the front case, while the large gear 21 and chamber 25 are at the top in the rear case, concentric with the small chamber at the front.

The shafts IU and I2 extend concentrically entirelythrough respective chambers in both these cases as shown, although it is not essential that the extremities opposite the flanges Il and I3 extend through the plates y2t. Revoluble on the shafts but keyed to the adjacent gears respectively there are upper pinions 3u and lower pinions 3l located within the housing between the cases and each having a longhub 32 extending entirely through the inner wall of the respective case and through the adjacent gear and revoluble in a socket bearing 33 in the cover plate. 'Ihe gears are thereby supported in the cases. There are inlet or outlet port chambers 34 (Fig. 2) formed inthe cases at respective sides at the junction of the chambers 25 and `26, and from each of these chambers 34 ports 35 lead through the inner case walls 29 to respective cored ducts 36, 3138,A 39, formed integrally on the walls 29 of the cases, there being thus two such ducts oneach case. These ducts are open at both upper and lowery ends on the cases, but have fitted in their lower ends respective pipes 26', 3l', 38', 39', with check valves 40 at their lower ends near the bottom of the pan reservoir 2U.

These ducts are all preferably enlarged as much as possible, and in the drawings are for convenience much smaller than they would be made in practice. They may be broadened so as to be oblong in cross section or may be of any other desired shape. The upper end of each is finished to provide a seat 42 as in Figures 4 and 5, in which 'there may engage the corresponding tit 44 on a valve case 45, to be subsequently described. 'I'he ends of the ducts next the large chamber 25 are divergent with vertical terminations, so that these ends are spaced further apart than the opposite ends of the ducts and they also stop short of the extreme part of the case.

'Ihe shafts lil and I2 are each provided with integral stud arms 4@ (Fig. 1) midway of their length at right angles to the axes of the respective shafts. On the axes of the shaft IIJ are revolubly mounted respective differential gears 4'! meshed with the pinions 30 at each side and on the studs of the shaft I2 differentials 48 are similarly engaged with the pinions 3l. When the shaft I Il is turned, should either pinion 30 be stopped the other if free, will be turned at twice the speed of the shaft. Likewise, while the other is locked will by engagement with the differential tend to turn the respective shaft in the same direction, at one-half the speed`of the operating pinion. If, all pinions and shaft I2 are free when `shaft IIJ is turned, there will be a tendency for all pinions to operate though the advantage will be with the set at the right having the small gear at the top.

The upper differentials 4-1 may be called the driving dilferentials, since they normally serve to transmit power by driving the pinions 30 or either, while the ones 48 may be termed the driven diiferentials since they normally operate by being driven from one or both of the pinions 3| while travelling on one or the other of them, and so carry with them the shaft I2. At times they may move synchronously, as will appear.

Means is provided to lock the set of gears in either case 22, or to retard movement of one set or both with a gradual variation, so that the effects of both sets of gears may be availed of in various proportions whereby the ratio of transmission may be indenitely varied from a neuf tral zero, or inoperative idling relation where shaft I2 is stationary, to a maximum or full speed operative relation effected. The same means is also operative to cause at will a reversal of the motion of the shaft I2 from its normal direction, and for other effects as will be explained. This consists in supplying oil to the reservoir 2D which will be pumped by the gears through the ducts, andvariably controlling the discharge of this oil.

The valve The ratio changer consists of the valve casing 45 comprising two spaced apart integrally connec-ted end parts having complementary plug valve seats 49 therethrough on a horizontal axis and slightly tapered to receive properly a conical plug valve 5B which extends through the two parts of the case. The casing 45 is formed with four depending tits 44 spaced and arranged to fit simultaneously in the seats 43 at the upper ends of the ducts 3B to 39, of the gear cases, into which they are pressed to a secure seat by a series of bolts 43 engaged throu-gh the valve casing and screwed into the cases '22. On account of the inversion of one case so that its larger chamber is above while the smaller chamber of the other is at the top, one case sets higher than the other. By reason of the wider separation of the ends of the ducts adjacent the larger chambers of the cases, it is possible to shorten these duct ends so that they may set on a level with those ends of ducts on the opposite case which come all the way to the end of the case, and so the lower part of the valve casing may be formed symmetrically and with the tits 44 all uniformly disposed at the same level to set in the seats 42 without requiring thinning of the walls of the chamber 25. The two end parts oi the casing 45 are spaced so that the high part of the chamber 25 may rise therebetween, and these end parts of the valvecasing are joined integrally by an upper rearward body portion 5l above the level of the case 23. Each end part has two tits 44, on opposite sides of the valve 55. In the space at 52 between the two end parts of the valve case, the plug valve is flattened at 52 on opposite sides and drilled centrally of this flatn tened portion to receive stud bolts 52 b-y which an operating yoke 54 is secured to the valve, er,n tending forwardly for `connection with a control device to be described. From the tits fifi simple port passages 35a, 3io, 33a, and ses are formed in the valve casing opening on the seats 42 in respective planes transverse to the axis of the valve. In the present instance these port openings are all on a horizontal diametrical plane through the valve and each port is in thesame transverse vertical plane with the upper end of its respective duct yon the gear case.

Spill ports 35h, 31h, (i811, and 39h' are formed at Jthe lower and far sides of the valve casing opposite the ports 35a, and lila, Sila, and 39a, re spectively, and through the valve there are respective port passages 35e, and SSC, the first of which, at what is termed neutral position, connects the ports 36m- 3th and port 39o connects ports 39a and 38h at the same time, as in Figures 4 and 5. There is also included in the valve a port passage 3&0, the openings of which are in a plane distinct from that of the planes of openings of the previously described passages in the valve, and adapted to register with ports 33d-38b at the second stage of movement of the valve from neutral position, as will be described.

` In addition to the passages in the valve above described, there is a reverse passage 5ft (Figures 5 and 9) one end of which opens on the face of the valve in the same transverse plane as the port 36a, while the other end opens on the valve in the transverse plane with the port 38a, both openings of Jhis passage 55 being spaced clockwise from the next adjacentones on thevalve so that they will register withrespective said ports 36o- 38a of the case when the valve is rotated counter-clockwise one unit of movement from the neutral position.

New it should be noted that the ports of the passages 36o and 39C are broadened in the trans-` verse plane of the valve in which they are 1ocated, and that when considered in their neutral position, and as viewed in Figures 4 and 5, the ends of the passage .36o will be extended beyond the ports 36a, and 36h countenclockwise, while the ends of the port 39o extend beyond the ports 39o-39h in a clockwise direction, for purposes to be explained.

Thegears 3D and 3| may be made of different sizes for purposes of ratio variation, and the gears 41---48 may be made double gears of appropriate sizes, as in Figure 1l, where shaft l2 is shown with double gear |03 on its studs, meshed with a large pinion |05 at the right. By this arrangement the gear 21' may be smaller in proportion to gear 28' and the speed of the latter pinion correspondingly reduced, or other variations madel Operation of the valve It will thus be seen that, with the driving shaft I connected to the crank shaft of a motor and the driven shaft I2 connected tothe common drive shaft of a motor vehicle, when the valve .is in the neutral position described, the motor is free to turn clockwise as usual, operating both sets of gears as idlers which serve also as pumps taking oil through the lower parts of ducts 31 and 3B, and discharging it through ducts 3E and 39 through ports 36a and 39o' of the valve casing to ports 35o-39o, of the valve and spill ports 35h- 39o of the casing. In this operation the rotation of the shaft l0 with the studs 46 causes the differentials 41 to travel on the pinion 30 of the large gear 2l' rotating the opposite pinion 3U and small gear 28 in the same direction as the shaft l and somewhat more than twice as fast. This motion is transmitted to the large gear 21 which consequently rotates half as fast counterclockwise. The shaft l2 being held stationary, the motion of gear 21 istransmitted through the differentials 48 to the gear 28' driving the latter clockwise the same number of revolutions; this moves the large gear 2'1 counterlockwise half as fast and it is this movement of the gear while the differential travels thereon which causes the driving of the gears 28-21 at the proper increased speed to permit free idling of the mechanism. c

It should be noted that the driven shaft l?! rotates for forward transmission or propulsion in a direction opposite that of the conventional drive shaft and this will require a transposition of the usual ring gear or a bottoni drive ofthe ordinary worm gear.

Move-ment of the valve 55 one unit clockwise as viewed from the left now moves port 39o out of register with 39a., and also moves port 36C. but the latter being broadened at the ends as before described, remains in .register with ports 36o- 36h for free venting of oil from the left port chamber 34 of gears Z'i-ZB. All other ports are closed. This is the low position of the valve for extreme positive low ratio forward transmission. ETL-28', forcing the differential 4"! to travel less on the pinion 35 of gear 27', and propelling the opposite .pinion and gear 2i! two revolutions clockwise for one o-f the shaft Hl. This motion i transmitted to the gear 21 produces therein one turn counter-clockwise for each turn of shaft IIJ, and the connected pinion" 2l propelling the differentials 48 counter-clockwise on the opposite Y pinion 3| keyed to the locked gear 28' causes Closing of the port 35a locks the gears` counter-clockwise, or one turn for each two turns of the motor shaft. f

By gradually moving the valve from neutral position toward low position application of power to the driven shaft l2 to overcome inertia of the vehicle or the load, whatever that `may be, will be gradual, and the ratio of movement of the driven shaft with respect to that of the driving shaft lll may be huilt up from zero to the maximum low ratio. If desired, port 38e may also be partially opened at the low position, after port 390 is closed. This will permit gradual utilization of the high ratio gears as will be explained.

By movement of the valve (it clockwise from low" position one stage further, the port 36o is moved out of register, and closing of the port a effected whereby the gears 21-28 are locked. At the same time port 38o is brought into register with ports 38a and 39h, affording a vent for oil from the right port chamber 34 of gears 212-2@ Vand keeping port 39a still closed. Differentials 41 now being forced to travel on the pinion 30 of the gear 2E, the opposite pinion 38 and its gear 21 are forced to turn clockwise at twice the speed of the shaft lli. This propels the gear 28 four turns counter-clockwise for one turn of the shaft il), causing the lower dinerentials 48 to travel their orbits twice in the same direction on the stationary right pinion 3l, carrying with them the studs of the driven shaft 2 which is thus rotated two turns counterclockwise for each turn of ther shaft it or motor. This is the high speed position of the valve 5i) and also represents the maximum ratio of which the present structure is capable, and in motor vehicles may be equivalent to what is known as an overdrive kor one in which the vehicle drive shaft is rotated faster than the motor crank shaft or driving shaft.

It will be apparent, however, that while the valve 55s is in position intermediate of the low and high positions, various degrees of utilization of the low and high gear trains may be effected.

The ends of the port 36o may be widened as in Figure 5, so that it remains in full register with ports 36o/ 36h until the port 33o is fully open, and the latter is also widened so that it remains in full register while the port 36C is moved to closed position. When both ports 35e and 38e are open, there will be a gradual beginning of movement of the gears 2--28, and a consequent higher ratio of transmission, if the device is installed in a motor vehicle and the latter is not travelling too steep an ascent. In the latter event, the tendency of the load to reverse the gears TIL-28 opposed by the closure of ports 35m- 39h and automatically the low gear is caused to function. But by apartial movement of the valve toward closed position of port 36C, movement of the gears 21-28 is gradually checked, and differentials 41 will slowly begin to travel on pinion 3l! of gear 25, there then being a partial positive low gear transmission through gears 21-28, and a slight degree of additional motion transmitted through gears 21--28'. As the valve is moved further this component of transmission through gears 212-28' will be increased until full high gear transmission is attained, or it may be stopped at any intermediate position to maintain the particular ratio less than full high ratio, and more than the low ratio of gears 21-28.

When the valve Sii is in neutral position, by movement thereof counter-clockwise one stage,

kthestuds and shaft l2 to move Aone half turn brought into registry with ports 39o-39h. With the ports in this position and relation, the gears 21-28 operate as a pump and the gears 21-28 also, as in the neutral position. In addition, however, instead of the discharge from gears 21-28 being spilled at 36h, it is directed to the duct 38 which is the intake for gears 21-28' operating 'as a pump. 'Ihe supply of oil from gears 21-28 is greater than that which gears 2128tend to draw, and consequently gears 21-28 are caused to `turn suiciently to cause rotation of the shaft 2 clockwise one turn for each turn of the shaft l0. This ratio kmay be reduced by control of the degree of opening of the port 55. It should be noted that the valve face between ports 36o and 55 is narrower circumferentially than the port opening 36a so that no complete closure of port 36a occurs, between ports 36o and 55, and a substantial waste of oil through spill port 36h may be effected when desired, permitting rapid operation of kthe drive shaft lll to a relatively slow movement of shaft l2. It may also be found desirable to make the gears 21-28 wider than gears 21-28, afordinggreater capacity to the gears 21-28 as a pump, so that by positive feed of the full discharge of gears 21-28 to gears 21-28 a positive low gear ratio drive of the shaft l2 will be effected. This will be in accord with the relative stresses on the gears in driving the vehicle.

For normal driving no port connection or spill port 31h isrequired inassociation with the duct 31, but (see Figure 10) if free wheeling or coasting action is desired, a port passage may be provided in the valve at 31c arranged to connect ports 31a- 31h by a clockwise movement of the valve to a third stage from neutral, which is one unit or stage from normal high ratiok transmisysion position and the high speed port 38c is then broadened at each end the same as are the ports 36e and 39o and in such direction as to remain in register with the respective ports 38a and 38h while the port 31e is moved to full register position with ports 31a-31h. In this way the device functions for high ratio transmission as long as propulsion is required, but if the throttle of the associated motor is closed and the vehicle tends to move faster than the propulsion eiect of the transmission and tends to over-run the motor, then the gears Z1- 28 tend to reverse their movement, while gears 21 and 28 continue and a vent is provided for the oil discharge to the duct 31. Or, if desired, a low pressure vent valve 4| may be provided ron the pipe 31 so that the free wheeling action will be automatic. If `the auxiliary port 31cis utilized, the valve 4I is made to retain higher pressures, so that a positive driving connection may be maintained at normal high ratio transmission, and over-running of the motor prevented. If desired, any familiar means may be utilized to stop the valve at normal high kgears 21-28, and operating as a pump, they with ports'36a and 38a, while widened port 39o is continued in registry then take in oil through pipe 36 and develop 75 Yas pressure in the: duct; 31 andits extension 31', which is normally the intake side. The valvelil of pipe 31 then vents this pressure freely, permitting the car to move forwardly independently of lthe motor. l

The control dead center with the operating links 55, pivoted at 56 on the sides of a sleeve 51, longitudinally slidable on a horizontal tube 58 extending for'- wardly from the upper connecting part l of the valve casing 45 and just clear of the valve 58 where it extends between the two end portions of the casing. This tube is interiorly threaded at its rearward end and screwed onto an exteriorly threaded boss 59 formed on the medial part of the casing 45. The front end of the tube is revolubly bushed in an lexteriorly threadedscrew cap 60, screwed into a nipple 5| of a control casing or cover 62 boltedto the housing i6. The medial part of the valve casing is extended rearward as at 53 to aiford a body in which asmall or high pressure cylinder 64 is bored, coaxial with the boss 59, and a larger low-pressure cylinder 65, forwardly of, and forming a coaxial continuation of the first, as well as opening through the boss 59. The cylinder Sli is closed at its rear or outer end vby a screw plug 5G engaged in a tapped enlargement of the bore, and from the outer end of this bore t4 there extends a duct 61 within the casing 55, opening into the port passage 39a,'forrning communication therefrom to the cylinder 64.

While the terms high pressure cylinder and low pressure cylinder have been used in` reference to the cylinders 64 and 65; this is done for convenience in distinguishing them,` and it may be that the relative pressures may be different,` depending as they do on the load to a large extent, as well as the speed of the motor. rThe pressures from the two sets of gears are communicated to separate cylinders in order that the cylinders may be properly proportioned as experience shows desirable to equalize the effects of the two pressures due to differences inthe gear ratio; or tendency to reversal or retardance of motion of one set of gears by predominance of` pressure from the other; or spillage from retarded gears through open ports of discharge from workingl gears, un retarded or less retarded, 4

From the rearward end ofthe large orlovv pressure bore 65 a duct 58 is also formed in the valve casing and opening into the port passage 56a. Slidable in the bores 54--65 there is an integral double piston having a reduced piston Se in. the small bore and a large piston engaged in the large bore. The two bores are of equal extent longitudinally. A cross pin 1| is iixed on the front end of the double piston (which is suitably extended and enlarged for the purpose) having ends projecting horizontally through slots 12 in respective sides of the tube 58 and engaging the ends of these slots to limit forward movement of the pistons to approximately the position shown in Figure 3 where a substantial part of each piston is still engaged in its respective bore. These parts of the piston are circumferentially groovecl and may have packing therein if desired, as at 13. The pin 1l is also projected through short slots til which 1|. in the sleeve 51 lying at the rearward parts of these last slots at neutral position of the parts.

The piston is normally pressed upon in a rearward direction by spring means18 (relieved in Figure 1 and also opposed by links 56), including a base spring 14 which should be very heavyfthat is to say, strong, within the front end portion of the tube 58, its front end being seated against the cap 95 while its rearward end bears against the rearward end ilange or shoulder 15 of a seat plunger 11 slidable in the tube 58 and having a Lneed stem slidably engaged through the is suitably apertured therefor.` The rearward end of this seat member is enlarged and recessed to receive the front end of a main spring 18 weaker than the `one 14, its rearward end bearing against the piston and being held centered in the tube by a stud on the piston. Opposite pins 15 (Fig. 1) are projected from the part 15 through long slots 16a in tube 58 and slots 15b in the sleeve 51. adapted to be relieved of compression at least partially by operation of the plunger 15 which is moved by means of a foot pedal 19 connected suitably to the outer end of the stem of the plunger, being pivotally mounted on a stud bracket 89 at the right hand side of the control casing t2 and extending beyond the left hand side of the housing Iii a suitable distance. The pedal 19 has an arm 82 (Fig. 2) extending upwardly and rearwardly to engage in the notched central and forward extremity 83 of a front base arm 84 of a starting or forward and reverse selector hand lever 85,'by which means the operator determines only whether the transmission shall be neutral, or operate forwardly or reverse.` This arm is arranged `to swing up and down in the present instance and in the relation of parts shown the valve is in neutral position,4 the` arm 34 being held by the spring-pressedpedal varm 82 opposing movement of the notch at 83 in either direction. Upper and lower reverse and forward notches 85 and 81 are located some distance rear-- wardly of the notch 83 on the arm 34 to receive the arm 32 alternatively. The lever 85 also has a base rearward arm 88 having a longitudinally slotted forked extremity in which is engaged the4 cross pin 89 of a plunger 90 slidably engaged vertically through the top of the casing 62. The lower end of the plunger is formed with a horizontally elongated eye 9| having rectilinear parallel upper and lower sides extending fore and aft andhaving rollingly engaged therein a Wiper rcll 92 carried betweenears 93 at the rearward extremity of a lever 'arm` by which the links 55 are operated yieldingly to turn the valve a limited extent. For this purpose the links 56 are stamped integrally from sheet metal as two parallel L-shaped bell crank levers pivoted at the angles of the levers. on pins 56 fixed on the sleeve 51. The arm connected to the yoke 54 are thje links proper, while shorter arms 95 extend upwardly a distance above the sleeve 51 and are bent over and joined integrally above this sleeve. The joining part 96 ofthe bell cranks is preferably formed on a planiform part, termed a flat, approximately 'horizontal when the valve is in neutral position,. and having a substantialv extent from front to rear. A stud bolt s1 is engaged therethrough, projecting upwardly therefrom and having a spring 98 therearound, confined bya nut on the upper end of the bolt. The arm 94 carrying a comparatively broad plate 99 curved slightly onits forward part to lie as a These two springs are rocker on the flat part 96 of the bell crank mem- 75 depress the lever arm 94, and likewise tends tocause compression of the links 56 by reason of the clamping of the arm 94 to the flat 95, and

if not opposed, this will set the valve at low position, as indicated in Figure?. Likewise, forward movement of the lever from the neutral position ofeFigure 1, and release of the pedal, will tend to raise the arm 94 and also'tends to raise the links 56 and move the valve to reverse position as indicated in Figure 9. Various constructions for coaction of the lever 85 with the automatic control maybe provided, or other device provided instead of the lever 85,as found desirable, but in the present instance, in order to shift the lever 85 from reverse to neutral and low it is necessary to depress the foot pedal.

Neither oi the movements of the valve 50 by the lever 85 can occur however, as long as the pedal 19 is fully depressed, since this draws the seat plunger forwardly and by its pins 16 engaging the ends of the slots 1Gb in the sleeve 51 moves the valve positively to neutral position.

When the pedal is released the spring 14 expands, compressing spring 18 and moving pins 16 rearward in the sleeve 51. 'Ihe resultant effect of movement of lever 85in either direction from neutral position is simply to insure the direction of movement of the links 56 from dead center after release of the pedal 29, and action of the valve in response to pressure of the springs 14-18 and voil pressures in the cylinder. The valve can not -move to neutral position by action of the piston, because piston movement is stopped by cross pin 1l in slot 12 beforev the cross pin1| carries the sleeve 51 to its limit by engagement with the forward'ends of the slots 1|.

When the lever 85 is shifted from neutral and the pedal is released, shouldy there be low hydrostatic pressure in thev system the springs 14-16 will press the pistony rearwardly, drawing the sleeve 51 and moving the valve toward high" position against the action of the spring 98 which tends to cause retention of the valve at low position. But if the lead is excessive it will .quickly cause building up of pressure in duct 36a and movement of the piston against the springs 'i4- 18 with consequent movement of the valve 50 toward low position and opening of port 36a. Pressure in the passage 39 then is maintained at. sufficient highr stagesfto keep the valvein this position untilthe device may operate for automatic return toward high ratio position, as hereinafter described. y

It will appear, therefore, that under the present construction innormal operation the only Y positive movement of .the valve is, thatexcep-` tionally effected by the pedal moving the valver to low or neutraL and a moderate positive movement by pedal and lever 85 to reversef It will be noted that in reverse operation the valve can not be moved by action of the pistons or springs'14-18 from the reverse position. It

can also be readily understood that the valve may at any time be moved to low or neutral position while theY vehicle is in motion, and whether the motor isl operating or not. In the movement toward yneutral position, the device 5 serves as a very effective brake, its action being modulated to an extent dependent solely on the position of the pedal and not on pedal pressure.

Vehicle use Assuming that the apparatus is in the neutral position shown, being installed in a motor vehicle, and the motor in operation, in order to start the vehicle forward thev pedal 19 is first depressed to release the arm 82 from the notch 83, and 15 the lever 85 then shifted rearwardly. The pedal is then released, permitting lthe arm 82 to move rearwardly to the notch 8l. The tension applied through the arm 94 to the links 56 by the rst movement of the lever 85 now throws the links 20 56 off center downward, and the expanding spring I4 carries the seatmember 15 rearwardly clearing thepins 16 from the forward ends of the slots 16b'so that the sleeve 51 moves rearward, turning the valve to low position. The spring 25 .1B is also compressed so that it tends to move the piston 69-10 rearwardly, the rst part of this movement carrying the pin.1| along the slots 1| until the rear ends of these are engaged, or keeping the pin so engaged during the iirst part 30 of the movement of the sleeve. If there is high oil pressure the sleeve is free to move until the pin 1| engages the front ends of the slots 1I' when` it is checked with the valve moved only to low position, and the sleeve is free to be 5 returned toward neutral position by pedal opferation,if desired. The pin 1I can not follow such forward movement of the sleeve because of engagement of the pin at the front ends of slots 12, but serves to stop such movement of the sleeve 40 at neutral position if the pedal is operated, by

again engaging the rear ends of the slots 1| In .36 is quickly built up and communicated through duct 68 to the cylinder 65, moving the piston forwardly again against the actions of the springs lll-I8 and after a short movement of the pistons the pin 1| again engages the front endsi 5 of the slot 1|', moving the sleeve and turning the valve back to low position, as in Figure 7. In the early part of this movement, pressure built up by gears 2128 in `duct 39 is communicated through duct 51 tothe cylinder 64, contributing to counter-clockwise movement of the valve until the reduction of the ratio of transmission has enabled the power applied through shaft l2 to overcome the inertia of the vehicle. In this nal position, only pressure in duct 39 is efiective, through cylinderl 6d, to maintain the valve in low position. When the vehicle starts and its motion has been accelerated to a stage where the motor is operated at "a moderate to maximum v speed for the throttle opening set by the operator, [0

lap with its respective ports 38a and 38h and begin closure of port 36e, which partially retards gears 21--28 and communicates pressure to cylinder 65, resulting in utilization in part of the higher ratio of gears 2128'. This tends to increase pressure momentarily or to sustain it by adding pressure in cylinder 64, but actually a progressive fall occurs as further momentum is developed in the vehicle by operation partially of gears 2`l28 simultaneously with gears 21-28. Normally the vehicle continues to gain headway and pressures continue to fall in the cylinder 6d with a slightly compensating increase in cylinder G5, permitting the springs 14-18 to move the piston forwardly and turning the valve clockwise with utilization of an increasing component of the ratio of gears ZV- 28' by increased retardance of gears 21-28 until the latter arev finally locked (see Fig. 8) and full overdrive is attained. l

If the vehicle is ascending a steep grade, or is heavily loaded, theffull overdrive may not be attained and the clockwise movement of the valve as last described may be checked or even reversed as the increased load tends to resist operation of gears 21-8' and this reacts on gears :i1-28, causing them to tend to rotate With greater force against the retarding liquid in duct 36. This pressure so overbalances the springs that transmission continues with the valve at some intermediate position between low and high positions, utilizing proportionate components of the ratio of the two sets of gears according to the aggregate pressure on the pistons, and the adjustment of the compression of the springs by the cap 5G, or other spring adjusting means. This adjustment may be varied to correspond to the load and efficiency of the motor, but generally, with gears correctly designed for the given vehicle and its maximum proper load, and the springs normally adjusted, the operation of the device tends to automatically accommodate itself to various loads and grades. However, as will be explained, the operator may, with the structure described, positively vary the action of the springs 1in-"i8 to compensate for heavy loads by use of the pedal 1B, as will be explained. This will serve, by momentary operation, to enable satisfactory utlization of an underpowered outfit by utilizing lower ratios for intermediate operations, and on certain grades which would not require so low a ratio for lighter loads, or with a more powerful or more efficient motor.

As the connection with the yoke 54 swings downward the links 5B will thereby be drawn rearwardly, bringing the roller 92 rearwardly in the eye El. The springs 14-18 having pressed the pistons rearwardly until the cross pin 1I is at the rearward end of the slot 1I', it will be maintained at the rearward ends of the slots 1l during the ratio changes incident to normal acceleration of a vehicle.

The adjustment of tension of the springs 14 and 18 may be by means of the cap 6U which may be screwed in or out to compress the springs more or less, or other means of greater range may be provided. Nuts |01 may be provided on the stem of the plunger to act as stop means limiting forward movement of the plunger. As the pressure reaches a high sufficient to overcome the resistance of the spring 18 the plunger 15 may be moved backward slightly by depressing the pedal 19 without changing the transmission effect or position of the valve, due to movement of pin 1l in the slot 1|. But this movement will be limited by the slot 12 so that no further movementJ beyond low will be thus effected.

If at any time it should be desired to arbitrarily lower the ratio oi transmission, this may be eiected by pressure on the foot pedal to any extent desired, which has the same effect as increased hydrostatic pressure, relieving the compression of the springs so that comparatively low pressure may move the piston 613-1!) forwardly turning the valve counter-clockwise. This unlimited use of the pedal is permissible with the construction of Figure l.

It is also possible to positively move the valve to lowv gear position by partial depression of pedal, and When the plunger 'l5 is drawn forwardly to a proper distance, the lever 85 is free to be moved toward neutral position so that if desired, it may be retained thereby notch 89. Full forward movement of the pedal will cause the plunger 15 to move the pins 18 to engage the ends of slots 16h and so move the valve to neutral position (which would have the effect of a positive brake orlock of the vehicle wheels).

In regard to the form of the gears, the teeth may be elements of spirals of high pitchthat is, slightly inclined from elements parallel to the axis of the gearso that duietness may be assured, and they may be epicycloidal. But it is thought desirable that they vary as little as possible from parallism with the axis.

It will be appreciated that the hydrostatic pressures developed in this transmission will be proportional to the torque transmitted or communicated to the driven member of the transmission, and that therefore the action ofthe pistons 69 and 10 and valve, may be said to be responsive to the load carried by the transmission. The force necessary to move the vehicle or other mechanism operated from the driven member of this transmission may be said to be the load. t is the intent of the claims that the term manual means or the like, shall also include pedal means.

The housing I4 may be mounted in any usual way as the iiywheel housing of an internal com'- bustion motor, and for this purpose a suitable mounting plate lll is provided, bolted to the housing as indicated at lill, the base portion only being shown, the remainder being constructed in any conventional form to adapt it to a particular motor.

It will be understood that while the gear cases and gear sets in this particular instance have been sho-wn as duplicates, they may be variously proportioned relatively. One set need not have the gears different in size while the other may have large and small gears. They may also be inverted from the order here shown, as will be understood, to adapt the device to particular uses.

The power may be applied through the bottom shaft if desired, or the transmission inverted from the position shown. Power may be taken from the driven shaft at both ends, which would make the device particularly desirable in a four-wheeldrive, or as a transmission for airplanes with tractor and propeller blades at front and rear, respectively.

The valves il on the pipes 36', 38', and 39 should be pressure relief valves of very high pressure retaining capacity, so that they ,serve as safety devices to avoid dangerously high or overload hydrostatic pressures. They are normally closed to retain the Working pressures.

Before the valve 50 reaches the positive low ratio position when being moved from neutral position, it is possible of .course to obtain the effect of lower ratio transmission by moderation of the oil flow from the gears ZTL-28 through port 39. To this extent the low position referred to herein does not represent the lowest possible ratio of transmission, but simply the lowest positive gear transmission ratio.

In starting, it is possible to modulate the application of power by a lower ratio of transmission than the positive low gear transmission, by not fully releasing the foot pedal after shifting the lever 85, but keeping the pedal depressed suiliciently to allow the port from pipe 39 to remain open partially, and very gradually releasing the pedal, so that a very gradual starting action is attained, before the full release of the pedal has f moved the valve to full low 39a closed.

It will be appreciated that by reason of the lost motion of the pin H in the slot 1i and the resultant delayed action of the valve, there will be a condition where in case of frequent slight uctuations of the load the delay in response of the valve will result in its remaining at a mean position while the movements of the piston simply move the pin 'Il in the slot 'H'. This obviates liability of frequent and abrupt rreversals of movement, of the valve or jerky movements of a vehicle, as well as reducing wear of the transmission and the control means, in many ways that will be understood by those versed in the automotive and other trades where my invention is applicable; v

It will also be appreciated that liability of damage to transmission gears by accidental movement of the control lever 85 is eliminated since it requires that the pedal be depressed before it can be moved, ordinarily, and also because when moved, there is no abrupt shock sustained by the transmission, due to the gradual functioning of the valve control and actuation means.

'Ihere is a further element of safety from damage to transmission parts, such as the diierenposition with port tial in the rear axle, drive shaft, etc., by the functioning of the automatic relief valves 4|.

I claim: n K l. In a device oi the character described, `a

' transmission gear train having two elements, a

ported case therefor to form a pump, a valve for the discharge of the pump comprising a ported casing, and a movable valve having a neutral free venting position, and movable therefrom to gradually restrict and stop the discharge, a cylinder in communication with the discharge of the pump between 'the pump and valve, a piston slidable therein, operative connections between the piston andy valve, a spring engaging the pis-` ton in opposition to the cylindei` pressure, and means to vary the compression of the spring.

2. The structure of claim 1 in which the valve is a rotary member having a radial operating arm, the connection with said piston including a member slidable in a plane with the arm, a link connected to the sliding member and arm at a position to lie on dead center when the valve is at said neutral position, and means to displace the link from dead center and to return it at will.

, is at said neutral position, means to displace the link from dead center and to return it at will, releasable means to secure the lever in position to hold the link off dead center, including a yielding connection yieldable to operation of the sliding member by said piston.

4. The structure of claim. l in which the means to vary the compression of the spring includes an opposed base spring of greater strength, and an interposed manually operable member movable to compress the base spring and to relieve` it at will.

5. In a control for transmissionk gearings, gears cased to form a pump having a discharge port and intake, a valve for `the discharge port consisting of a ported case and a movable valve having a free venting position and movable therefrom to restrict discharge from the discharge port, a cylinder in communication with the discharge port of the pump between the pump and valve, a piston slidable therein, operative connections between the piston and the valve, yielding means engaged with the piston in opposition to cylinder pressures tending to move the valve to closed position when displaced from said free venting position, separate manual means to move the valve from end to said free venting position, and means to yieldingly hold the valve in said free venting position, gear ratio changing means being included in operative relation to the piston.

6. The structure of claim 5 in which the valve has a pivoted operating arm,` the connection with the piston including a member movable in a` plane with the arm and a link connecting the said member and arm movable to dead center relation to the arm when the valve is at said free venting position.

7. The structure of claim 5 in which the valve is a pivoted operating member, the connection with the piston including a linkage adapted to stand on dead center when the valve is at said free venting position, means to displace the linkage from dead center and return `it at will, releasable meansto secure the linkage on dead center, and yielding means to hold the linkage off dead center, yieldable to operation of said piston. f

8. rThe structure of claim 5 in which said yielding means engaged with the piston in opposition to cylinderpressures consists' of a base spring of great strength and an interposed spring portion of lesser strength, and an adjustable support for the first spring movable to compress the base spring and to relieve it.

9. The structure of claim 5 in which said yielding means engaged with the piston in opposition tov cylinder pressures consists of a base spring of great strength and an interposed spring portion of lesser strength, and an adjustable support for the rst spring movable to compress the base spring and to relieve it, operable at will.

BINGHAM BURNER. 

